Block-signalling system.



N. P. FRASER.

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N.- P.. FRASER. BLOCK SIGNALING SYSTEM.v APPLICATION rILI's'n 1411.30, lao.- y 912,301;y Patented Feb. 16, 1909.

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l @Mornago UNITED STATES PATENT onirica.,

NORMAN I. FRASR, OF OARSONVILLE, MICHIGAN, ASSIGNOR OF ONE-HALF TO WILLIAM GRIBBEN, OF GARSONV ILLE, MCHIGAN.

BLOCK-SIGNALING SYSTEM.

Specication of Letters` Patent.

Patented Feb. 16, 1909.

Application filed January 30, 1908. Serial No. 413,471.

To all whom it may concern:

one side in any two adjacent blocks which Be it known that L NORMAN I. FRASER, a l coact with' the` signal mechanism on a lococitizen of the United States, residing at Carsonville, Michigan, have invented certain vnew and' useful Improvements in Block-Signaling Systems,of which the following is a specification.

This invention relates to im rovements in automatic block si nals for rai ways.

The objects of t is invention ara-First, to provide an im roved automatic means for controlling signa s, such as semaphores, electrically by means of closed circuits. Second, to provide in such an apparatus means of detecting Aand indicating any defects vin the vrails or road-bed, 'or any imperfect arrangement of' any parts, as an open switch or the like, or defects in the a paratus itself. Third, to provide in such a evice means whereby thevstation master or train despatcher, as the cas may be, can control Acertain blocks or sect ons of track. Fourth, to provide in such an apparatus means on the locomotive and connection with a'locomotive or train, as

the case may be, whichA will signal the engineer and automatically control and sto the train if the track for any reason is blocke Fifth, to provide in such an apparatus and in connection with such an apparatus, im- .proved means of indicating the condition of the air-brake system on a4 train, or the condition of other mechanism or apparatus on such train.

Further objects and objects relating to structural details will definitely appear from the detailed description to follow..

I accomplish the objects of my invention by the devices and means described'in the following specification.

The invention is clearly'dened-and pointed out in the claims.

A structure embodying the features of my invention is fully illustrated partially in diagram, in the accompanying drawing, forming a part of this speciiication, in w uch,

Fi ure 1 is a diagrammatic illustration of a num er of blocks in a straight section of railway track, indicating the method of wiring for my improved lloc-l: signaling system. Fig. 2 shows a similar view indicating the method of wiring` a' switch in a track to show whether the switch is open or closed, and showing the wiring in a despatchers or sta tion masterfs office; and automatic connec-' tions for, electrically connecting the rails at A right-hand end of rail motive or train. Fig. 3 shows details of wiring and controlling 4a semaphore or signal, and enlarged details of apparatus used by train despatcher or station master, such as appears in Fig. 2. Fig. 4 is a diagrammatic view indicating 'the apparatus and the method of wiring on a, locomotive or train to detect and indicate the condition of the block system to the engineerv and control the locomotive automatically. Fig. 5 is an enlarged detail view showing the method of a plying my improved system so that shou d any wooden structure become burned, as a wooden bridge, it will operate the block signal. Fig. 6 is a detail view of means placed 1n a track in connection with my im 'roved signal s3 stem whereby a wash-out wil be effectively indicated. Fig. 7 is a detail diagrammatic view showing the Wiring of a simple single llock of the track wherely the 0pera-ting of the signals' automatically is acl comphshed. y

In the drawing, similar numerals of reference refer to similar parts throughout the several views. p

Considering the numberedv parts of the drawing. the rails of the railroad track 1 and 2 are divided into blocks which are insulated from leach other, and the rails of each block are not electrically connected by the rails 2 except by my improved apparatus. A switch has its rails, 3 and 4, also appropriately and similarly connected, the switch being insulated from the side track to which it leads.

' The wiring of each block Fig. 7. A wire or conductor 6 extends from the left-hand end of the rail 1 to a battery or other source of electric current 5, and from thence a wire or conductor 6 extends to the The right-hand end of rail 'i is connected by the conductor 7 to electrical means, as magnet 9', in a signal or semaphore 9, and a similar conductor 8 extendsfrom the left-hand end' of rail 2 to an felectrie means, in a second signal or semae phore 3 at` that end, and a conductor 10 extends between the electric devices in the two said. selnaphores 9, 9. The current passing through 'the circuit l0 excites said electromagnets 9 which actuate and control the said semaphores and hold the same at the sa'l'ety p oint, or operate and contrl any other signals in the same way. A single sequel orany number could, of course, be thus controlled.

When a locomotive, train or car of any deseri tion pas'ses onto the articular block of trac by its wheels and aX es, it forms a eonductor between the two rails, which short circuits the battery 5, and consequently releases the electro-magnets 9 in the semahores 9, thus operating the signals and locking the track. Where a switch occurs in thetrack as ap ears in Fig. 2, the rails 3 and 4 ofY the switc are separated from each other by suitable insulation from the 'siding'.

Referring to Fi 2, it will be seen that the rail 4 is connecte at both ends by wiring 4 and 4 to the rail 2 of the main track and that the rail 3 of the switch is-connected b the wirings'or bonds 3 and 3 to the rail 1 or the main track, so that they are brought into the same circuit as the rails ofthe mamutrack in the same Way, the switch rail 3 corresponding to main track rail 1 and switch rail 4 corresponding to main track rail 2, so that atrain on the rails 3 and 4 will short circuit the batteries and operate the signals the same as a train on the main track.

A contactdevic 16 may be arranged just outside ofeither rail 1 or 2 at any point in the track Where a spreading of the rails is liable to occur, and thls contact device maybe provided with a conductor 17 to the opposite rail, so that if ther is an accidental spreading of the rail, the current will be short circuited between the rails 1 and 2 at that point, and the signals will be operated eX- actly the same as though a train had been moved onto the block.

Conductors 18, 19 with a contact device 20 maybe provided at intervals in the track where wash-outs are likely' to occur for detecting such wash-outs, the contact device 2O being connected to a weight 21 located in the road-bed beneath, so that when the road-bed is disturbed by a wash-out theweight descending operates the contact device and short circuits the rails 1 and 2, thereby also operating the signal the same as though a train moved onto the block.

Where the rails of the track pass over a wooden structure, or a structure that is combustible, the conductor 10 should be arranged in proximity to the track and 'fuses 22 should be put into the same at intervals so that in case of an considerable heat being developed, the uses will melt, thus breaking the circuit and in that way releasing the magnets as effectively, oi" course, as though the rails had been short circuited. In this way and by taking these precautions and providing these devices, the condition of the track is cllectivcly"tested and indicated with very slight additional expense.

With my improved apparatus, every time a train passes, the apparatus of the block ,semaphore or signal to swing to signal for indicating the resence of trains is tested and operated, an must be in eiective operative position, or the 'train will be blocked.

At the switch a contact device 23 and a conductor 24 eHect the connection between the rails 1 and 2 whenever the switch is inipro erly placed and 'causes ashort circuit an blocks the train until the position of the switch is corrected.

The semaphores 9 are identical and are operated by means 'of the electro-magnet 9 when in the circuit 7, 10 towards the right i of the section of track appearing in Fig. 7, and the other operated by the circuit 8, 10 appearing to the left of the section or block o track a pearing in Fig. 7. In practice, the semap orein' advance of one block can, of course, be housed with the semaphore to AtherearA of another block, so that in Fig. 1 l

have indicated these semaphores as a single apparatus, but there are in reality two' semaphores in each, one of the semaphoreS of each being detailed in Fig. 3.

The signal need not be confined to merely operating thee semaphores of a block signal.

system, but `frelay can be ut in at any oint and `operate al bell or a arm at crosslng, for. instance. Such a relay circuit and alarm is indicated at 31, with a contact device 32 adjacent to a crossing 33, as seen in Fig. 2, and this signal will be operated so long as the train i's'inlie particular block.

At the railway "station or despatchers office, l provide conductors 11, 11' connected to the rails 1 and 2, with a switch or 'contact device 112, so that the station agent or despatcher can short circuit the track and operate the signals to stop a train if he so desires. i

At a railway. station or despatchers office means are provided in conjunction with my improved system whereby the train despatcher or the station agent is able to control trains, and signals will be operated in his. oiice for his benefit. When he desires to raise the semaphore, he can short circuit the circuit leading to the magnet by means of the conductors 13 and switch o circuit closer 13 appearing in Fig. 3, whic will cut the magnet out and permit the point.

A relay circuit 14 is providedwith a suitable buzzer, or other alarm 14 with a circuit i the danger iis become audible or visible in the cab of the locomotive,. or that the train shall be stopped automatically, I provide conductors 15, 15 connecting the adiacent ends of the rails '1 of two adjacent blocks with a contact device 15".

T his contact 15 is operated by the armature ci the semaphore niagnet 9 when the saine is released, the contact being thus broken when the signal is thrown to the danger point. 'This device is not needed in connection with the apparatus except when it is desired to communicate with a passing train or locomotive.

Referring now to Fig. 4, the apparatus and wiring for the locomotive or train will be readily understood, the same being` v described here as in conjunction with a locomotive. The front truck 23 should be insu lated from the locomotive, or train, and a conductor 32 shouldv connect thereto and extend to the electro-magnet 25 which ccntrols the relay, the end of the circuit having a contact device 25 which contacts with the armature 25, which armature is included in the circuit leading to the battery'or other generator 80. The driving wheels 24, or some track. back of the first, are connected into thecircuit by the conductor 24. A motor 26 is provided, which is connected to the battery 30 by the conductor 26 and a conductor 26 is providediwith a contact point 27 that contacts with the armature 25 when the same is released by the breaking of the electric current through the magnet coil. A switch 28 is provided in the conductor 26 for opening that circuit when desired. it

will be seen that when this locomotive passes from one block tov another of the track, if the semaphore is at safety, the ends of the rails 1,. 1 of the adjacent block will be coupled by the conductor 15, 15', when the circuit will be lcompleted betweenthe trucks 23 and the drivers 24, but if the semaphore has been opn erated and thrown to the danger point, as soon as the front truck 23 passes from one block to the next, the circuit in the locomo tive will be broken, owing to the .gap be. tween the rails of a block, and the electromagnet 25 will release its armature.- 25 which will be thrown against the contact 27 by the armature spring and the circuit will be closed through the motor 26, which will immediately begin to operate and can be connected to throttle the engine and apply the brakes, and can also be connected to an alarm or in any way desired. lt will thus be seen that if for any reason the engineer fails to see the semaphore or recognize the signal, as soon as he' passes onto the hlockcovered by the signal the circuit through the track will be broken, which will operate the relay in the engine. On the engine a contact del vice 29 can be connected to the circuit 23.r An air cylinder 29 can be connected with` the air brake mechanism and a switch 29 can be controlled by said cylinder, whereby l the circuit will be closed when the air pres- I sure falls, for any reason. The conductor 29 would then short circuit through the conductor 23 and permit the relay to operate and stop the engine, or give an alarm, so that the same mechanism can serve as a safety device in conjunction with the brake mechanism, or, indeed, this device may be made use or' as a safety appliance 'in connection with any of the operative parts of the locomotive.

In the operation oi my improved block signal system, it will be noted, referring to Fig. 7, that as soon as a locomotive or anything' else connects the rails 1 and 2, the current is short circuited and the semaphores 9, 9 are operated and 'will hold any train approaching from either direction blocked until the train moves onto the next block of track. Also if there is any-break in the circuit, the semaphores will be operated and the same thing occur until repair is made.I By placing the battery or generator 5 in a conductor, which is connected to the right end of one rail, as No. 2, and the left-hand or o posite end of rail No. 1 of the block, it wi l be seen that in the event oi' a broken rail, the track will be blocked because thecircuit will be broken. The same thing is true if any train moves onto the switch appearing in Fig. 2, which is in the block, and ii any of the devices in the track are disturbed by a peculiar accident or displacement which they are intended to detect, that section of the track will be blocked until repair is made.

The station agent or despatcher has control oi the system in certain ways. By closing the switch 13, he short circuits the semaphore magnet 9 and operates the semaphore. By closing the switch 11', he short circuits between the rails 1 and 2 of the track and controls a block in that way. By short circuiting, by the switch -14 he throws' an alarm into operation, when the semaphore is operated, and this gives the benefit of the sounding of a buzzer or the ringing of a bell to avoid constant Watching to see when a train is in-the block, or the semaphore is operated for any reason. When the semaphore is operated for any reason, the connecin the adjacent blocks, so that when the locomotive with apparatus designed for use in conjunction wlth this signal system moves over the track, the closed circuit in the locomotive is broken by the gap in the rail and an alarm is sounded in the cab of the locomotive, or 1the train is stopped automatically.

Having thus described my invention. what tion is broken between the ends of the rails I claim as neW and desire to secure by Letters Patent, is:

1. In an automatic blockfsignal apparatus, the combination With an insulated block of track, the rails of which are electrically separated from each other, of a conductor connecting the diagonally opposite ends of said rails; a source of electric current in the said conductor; an electric signal having a closed circuit therethrough, connecting to the opposite ends of the rails from which the said conductor connects, whereby a train moving onto the rails Will short circuit the current and release the signals of the semaphore.

2. ln an automatic block signal ap aratus, the combination with an insu ated block of track, the rails fof which are electrically separated lfrom each other, of a conductor connecting the rails; a source o1c electric current in the said conductor; an electric signal having a closed circuit therethrough, connecting to the rails; conductors leading -from the adjacent ends of the rails in ,adjacent blocks; Contact devices connected to the said signal for closing the circuit through said conductors 'when the signal is at safety, to close the gap between the said blocks; a train having its end truck insulated a relay With an electric coil 25 for Y a closed circuit 23', 25, 24', embracing Wheels and an axle back of the front truck 24; a local battery or source of supply; a relay circuit closed by the release of the said magnet; and a motor in the said relayl circuit for nesses. v

NORMAN P. FRASER. [1.. s.] Vitnesses LUELLA G. GREENFIELD, PHINA WOODRUFF. 

